mcleod



(No Model.) A 48h t--Sh t J. s. McLEOD. ea 1 A AUTOMATIC RAILROAD SIGNAL.

Patented Apr. 3, 1883.

(No Model.) 4 Sheets-Sheet 2.

J. S. McLEOD.

AUTOMATIC RAILROAD. SIGNAL. No. 275,064. Patented Apr.3, 1883.

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(No Model.) 4 Sheets-Sheet 3.

J. S. MoLEOD.

AUTOMATIC RAILROAD SIGNAL.

Patented Apr. 3,1883.

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n. PETERS, Phalo-Liflwgnphar, Wnhinglan. n. c.

J. S. MOLEODL. 4 Sheets-Sheet 4.

AUTOMATIC RAILROAD SIGNAL.

(No Model.)

Y PatentedApnB, 1883.

UNITED STATES PATENT OFFICE.

JOHN S. MGLEOD, OF BOSTON, MASSACHUSETTS, ASSIGNOR TO THE MGLEOD AIR RAILROAD SIGNAL COMPANY, OF SAME PLACE.

AUTOMATIC RAI LROAD-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 275,064, dated April 3, 1883,

Application filed May 21, 1880. (No model.)

To all whom it may concern:

Be it known that 1, JOHN STEWARID Mo- LEOD, at-present of Boston, in the county of Suffolk and State of Massachusetts, have invented a new and useful Improvement in Automatic Railroad-Signals, of which the following is a specification.

The object of my invention is to provide a cheap, simple, durable, reliable, and effectual to automatic railroad-signal by which the approach of a train is announced far in advance, both by visible and audible signals, by the weight of the forward wheels, which depresses a fulcrum-lever, forcing air from an air-reser- 1 5 voir or bellows through a pipe to the crossing,

or to whatever place it may be desired to announce in advance the approach of the train, by setting a trainindicator and releasing a clock mechanism to sound a gong and display a conspicuous sign with the inscription Inward or Outward Train Coming, or Train Coming! Look Out! or any other inscription desirable, and may be made to shut and open a gate in advance of an approachingtrain, and

so signal for a given time, or until stopped by the train while passing by, which also winds it up. It also sets another train-indicator or danger-signal at the bellows-house (which is more particularly set forth in another applicw 3o tion-now in the Patent Office) to block a train following too closely, and thus prevent railroad accidents.

It consists primarily of an incline bar, fulcrum-lever, segment-catch, spring, bellows,

and pipe, placed at any desired distance from the place to be signaled, near the side of the railroad-track, in such a way thatthe car-wheel, in passing over and depressing the incline bar, throws up the longer arm of the fulcrum-lever,

which is caught and held by the segmentcatoh, while the spring between the fulcrumlever and air-bellows gradually forces the air out of the bellows through the pipe to the points desired to be signaled, where there is 5 an expansion-valve fixed on the other end of the pipe to set the desired signals and alarm, and when the air is forced out of the bellows it relieves the segment-catch, and the fulcrumlever and incline bar return to their normal position.

It consists, secondly, of a hollow iron post placed on the side of the railroad-track at a highway-crossing or station, having a suitable signalcasing, in which is'placed thesignal or clock mechanism and expansion-valve. The top part of said casing is made the shape of a drum facing at right angles with the railroadtrack, having an opening in the center to be covered by a glass, in which moves the indicating-disk for the use of train and other railroad men. Another part extends over the highway and forms the cross-sign casing, under which is a hollow place for the gong in the lower outside portion of the signal-casing, and which may be protected or covered by a wire screen.

It consists, thirdly, ofa movable disk placed in the signal-casing, connected with the expansion air-valve on the end of the pipe which v leads from the bellows, in such a way as to be movable to the front of the opening in the signalcasing by the expansion of the valve when an approaching train forces air from the bellows and visibly indicates the approach of the train far in advance, to enable dangerous obstacles to be removed, and thus obviate collisions on the track.

It consists, fourthly, of a clock mechanism mounted in a suitable frame placed in the signal-casing, and having a locking arm or catch connected by a rod with the movable disk and expansion-valve stem, and operated by the gravity of a suspended weight to sound the gong, drop the inscribed sign-board, and display a light when the locking-catch is released by the approaching train, and thus autpmatically announce its approach far in advance, both by visible and audible signals, obviating the danger of crossing accidents, and thus saving life. property, time, and labor, and add- 0 ting materially to the safety of railroad-travel.

It consists, fil'thly, of a simple arrangement by which trains, in passing by the signal, wind up the clock mechanism and stop the alarm by. the wheels passing over an incline bar, arm, or 5 cam connected with the rails, bydepressin'g the shorter arm of a fulcrum-lever and throwing up the longer arm, to which is attached an upright rod whose upper'end terminates in a pawl, and to which is attached another rod to stop the alarm by its upward movement, and also to engage with the winding-ratchet, to which the weight or spring is attached, and winds it up until the said weight or cam on the ratchet engages with a projection on the upright rod, holding up the lever'in such a way that the wheels will not contact with the incline bar until the clock mechanism is relieved by the next approaching train, and thus utilizes the weight of the passing trains to wind up the clock mechanism, stop the alarm, and return the signal-board to its normal position, all as will be hereinafter more fully described; and, as will be seen, all the operating mechanism is placed above the grade-level.

Referring to the drawings, Figure 1 is a vertical longitudinal sectional view of the bellowshouse and its contents. Fig. 2 is a vertical transverse section of the same. Fig. 3 is a vertical transverse sectional view of the signal-post, casing, and inside mechanism. Fig. 4 is a horizontal view of the same. Fig. 5 is an enlarged vertical transverse sectional view of said post and easing, showing more clearly theimportant parts. Fig. 6isatransverse vertical section of signal-post, looking in the direction of the arrow 2. (See Fig. 5.) Fig. 5 is a section through lever P on line y y, looking in the direction of the arrow 1, Fig. 5. Fig. 7 is an enlarged view of the clock mechanism. Fig. 8 is a plan view of the same enlarged. Fig. 9 is a section showing more clearly the parts I, i, G, and E.

Similar reference-letters indicate like parts in all of the figures of the drawings.

Referring to drawings, A represents a house for the bellows and connecting mechanism.

B is an air-chamber or bellows, the upper part of which is made fast to the upright walls of the house A. The bottom part of said bellows is movable, not unlike that ofa-n ordinary blacksmiths bellows.

O is a spring havingtree ends, one of which is attached to the bottom of the bellows and the other to the long arm of a lever, D. This spring is intended to receive the force of said lever D when it is thrown up by the tread of a passing train of cars. The catch T, secured to the house A,holds the long arm of the lever, and through the elasticity of the said spring the power is gradually imparted to the bellows B to force the air from the bellows through a conducting-pipe, D running to the signalpost. When the bellows is raised a projection on its lower part comes in contact with an arm, a, and raises said arm up to release the catch T and allow the lever I) to drop to a normal position, the bellows thereafter being allowed to refill for action by the next train. For a more particular description of this operating mechanism see my previous patent, No. 250,934.

A is a signal-post, both faces of which are similar, having a shape suitable to the mechanism to be contained within its walls. In one of the faces of this post is a circular opening, 9, through which may be exhibited, from time to time, disks of arbitrary colors. This openingmay be glazed to keep outtheweather. At the bottom of this post I provide an opening for the free movement of the lever-arm D. The base of the post is to be provided with a suitable anchorage to hold it firmly to an upright position in the ground, and the upper portion is provided with a suitable shield for a gong, and an auxiliary casing extending at right angles to the one of its faces adapted to receive and inclose a sign that may be exhibited across a wagon-road crossing.

C is a movable sign-board, of suitable proportions, upon which maybe painted Train- Coming, Look Out, or other suitable inscription. This sign is pivoted to the casing A at a point, i, and counterbalanced by a weight, 0 adapted to slide for adjustment on the arm a. This sign is dropped to view automatically, and so held while a train is approaching, as will be hereinafter described.

On an arm, 2, pivoted in the post on a shaft, a, is formed an annular frame for a disk, B. Extending from the shaft (1. is a short arm, (1, which connects with the stem g of an airvalve, T, connected by pipe D with the bellows B. When airis forced from the bellowshouse, as previously described, the diaphragm of the said valve lifts the stem g to drop the disk B opposite the circular opening y, where it is exposed to view until the pressure of air from the bellows ceases, when the stem drops by gravity to draw or lift the disk away from exposure.

ICC

Pressure of air on the diaphragm may be modified by exhausting it through the cockf.

, If desirable, the disk, which is usually of cloth, may have inserted centrally in it apiece of glass, so that at night the rays of light may readily pass through for lighting purposes. If necessary, a similar disk may be arranged for the opposite face of the post, to be operated from the same shaft, a.

To indicate the approach of a train from an opposite direction, a similar bellows to that described, with coacting mechanism, may be placed on the opposite side of the signal, and by spreading the tracks of a double-track railroad a little farther apart at the wagon-road crossing one signal with double mechanism may be used to signal a train on either track.

When, however, it can be conspicuously.

placed on the outside of the tracks, to signal trains both ways, it can be connected with the opposite track by a rod passing through the rails of the first track and terminating with a crank or cam at the side of the opposite track, to support an incline bar to give a certain revolving motion and extend the other end at right angles into the side of the signal-post to connect with another rod, E, to operate similarly to the lever D. A more particular description of this is unnecessary, as it is simply turning lever D around at right angles and extending one of its pivots across to the opposite track and forming its end into a crank -to support an incline bar to do for-double tracks.

Thedisks of different colors which'I use an-' swer several purposes-via, by placing a blue one on the side toward the bellows it will indicate to the engineer as his train approaches that the signals are set, warning all in advance, while by a redone on the other side danger is indicated, so that time is given to clear the track or stop the train in time to preventa collision, while at the same'time the crossing signal-board and gong warn persons on the-highway or at the station to look out or prepare to embark.

Dis'a lever extending from the signal-post to the rail, on the short end of which rests an "inclined" bar arranged like that at the bellowshouse A. (More clearly shown in a previous patent to me, 246,624.)

I is an endless chain passing about the periphery of a grooved wheel, K, up between pawls H H, secured upon the ratchet-bar G, and over the toothed pulley or wheel L,onto which said chain takes hold to revolve said wheel.

G isa winding ratchet which holds a weigh t, J, supported upon a spring, K. Said ratchet is supported by the said pawls H H upon the chain I. The pawls H H being pivoted indirectly to the ratchet G and held' to hearing against the said chain by suitable springs, they move freely over said chain when the ratchet is raised, but grip and hold it'when the said ratchet is gravitating, causing the chain to move. The movement of the'chain causes the wheel L to revolve. The wheel L is firmly attached to the same shaft with the wheel L, which engages with a pinion actuating a worm-wheel, M, a worm, M, and a fan, 0, above the latter.

E is an upright rod, pivoted at its lower end' to the long arm of lever D, and terminating at its'upper end in a curved pawl to engage the teeth of the ratchet G, being guided thereto by a spring, F, when raised by the said lever: D. The inclined bar d pivoted alongside of the railroad-track at the station, operates upon the short arm of the lever D to lift the rod E to lift the ratchet and give a higher hold to the pawls H H upon the chain. When the short arm of the lever D is relieved the :long arm drops by gravity and draws down the rod E with it. Each succeeding car passing over the track repeats the operation of lifting the weight J until its upper end encounters the stop F, attached to the rod E,.when furbar d below the plane of the tread of the carwheels. It is obvious that assoon as the 'weight descends the rod E and lever D will f t, F

' be relieved and befree to act when again in- -fluenced by weight of a passing train., A

bracket secured to the signal-post has attached to it a gnide,i, to direct and steadythe movementof the ratchet G.

Au ofiset, I, attached to the guide i, serves make one signal 1 to keep the curved end of the rodE from commg in contact with. the ratchet Gwhen the lever D is down, so-that when unlocked the weight may be allowed todescend freely and unobstructed while an alarm is beinggiven from the approaching train passing the bellows-house.

Upon the ratchet G,'at its lower end, is secured a spiral spring, K, which serves as a seat to the weight J, the function-'of-which is to cushion the shock produced by the quick movement of the long arm of the-lever D acting indirectly upon said ratchet iu't'he opera tion of winding. The rod E is connected with the rod E, and extends upward to engage with anddraw the riding-pawl R from off the segmentN (seeFig. 5 to stop the alarm when said rod israised, with said rod E, by the passing train.

L is the main driving gear-wheel, secured to the same shaft with the chain-wheel L, which engages with a pinion firmly attached on a common shaft with the wheel M. The wheel M gears with a screw, M, on the spindle of which is fixed a fly or balance-tan, O. This train of wheels and fan are moved by the action of the gravitating weight upon the endless chain I. The gear-wheel M is provided with one or more pins, I), extending from one side to engage with a projecting arm, 0, of the gong-hammer rod X to draw said hammer and sound the gong Y. The spring 0 secured to tion of said wheel, without interfering withv the stop K. The pawl R, pivoted-to the arm Q, which in turn'is pivoted or hingedto the lever P, is lifted with said lever and thrown by a spiral spring, V, over onto a segment, N.

Two or more pins may be fixed in the face of the wheel M next to the gong, so that the gong may be struck rapidly, if desired. The worm M engages the wheel M and imparts motion to the revolving fly or regulatingfan 0. When the pawl R is withdrawn from the segment N the lever P drops to its normal position, and the locking-arm e engages the fly O to arrest the alarm mechanism. (See Fig. 7.) The lever P is pivoted in the post at P, and terminates at its oppositeend in a spring, 9 A rod, h, connects this spring end with I the sign-hoard 0 The objectin terminating the lever P with Y a spring end is to avoid interference with the movement of said lever by reason of the actionof a strong wind, which might prevent a free movement of the sign-board G The lever P has also an arm, Q, the extended end ot'which is adapted to engage with-an'ofiset, S, 'inrear of the segment N, and to hold said segment in position for pawl R, when said pawl is thrown over, to engage the first notch or depression to the right.

too

The lever P is provided on its "upper side with an upright arm, W, to which is pivoted the locking-catch e. anism is in operation the lever P is held up by the arm Q and pawl R, pivoted thereto, the

. two latter being thrown over and held to place .jection on the arm Q and throws the said pawl R off from engagement with said segment, allowing the latter to return by a gravitating weight, a, as shown, or, if preferred, by a spring, the ends of which may be attached to the shaft of the segment and the segment itself. When a train is treading upon the bar d and lifting up the weight, the rod E attached to the rod E, serves, by engagement with an offset or loop on the arm Q, to trip the pawl R from engagement with the segment N, and thus stop the alarm mechanism.

It is understood of course that with the fall of the lever P the catch 6 on the arm W drops with said lever and takes hold of the fly O and holds the same until the said lever is again lifted.

The pins 1) in the wheel M, intended to engage the gong-hammer arm and lever P, can be so placed as not to interfere with said lever and hammer arm when said lever drops into the recess or notch of the cam T so that the gearwheels may readily start and be moved by the gravitating weight when the fan is released. The counterpoise u of the segment N is so placed with reference to the toothed portion of the segment that when the pawl R is thrown off the first notch of said segment will return to a point exactly opposite to a point that would be reached by said pawl when lifted to its greatest height.

The length of time that the gong will sound before the offset S will throw the pawl R can be regulated by the number of teeth formed in the segment N. The catch 0 is connected with the valve T by rod f so that when the car-wheels are treading the incline bar at the bellows-house the hinged catch 6 is lifted with valve-stem d and the fly O is released.

The bellows-house, located at a distance from the station, is formed with a hood extending upward from its top to receive a danger-signal attached'to a lever-arm pivoted in said bellows-house. Said signal is operated from a diaphragm-valve located on top of the bellows at the same time with the passage of the air through the pipe leading from the bellows to the post at the station or crossing.

At a railroaflmtation, where it may be de- When the signal mech-- sirable to announce the approach of a train from either direction, a bellows may be located at each side from the said station and connected witha gong and sign-board at said station.

The sign-board of the inward track may be inscribed on its sides, Inward Train Oomin g and Outward Train Coming. These or other suitable inscriptions may be used to definitely denote the directions of movement of the trains.

The pipes to convey air forced from the bellows may be of any suitable material, though I prefer lead, as such are less liable to corrosion than iron, and may be formed without joints.

The operation of my signaling mechanism may be explained briefly as follows: When a train of cars is passing the bellows-house,which is distant from the station or crossing, the wheels tread upon the inclined bar S to operate the lever D, the long arm of which is lifted and caught by the catchTand held, while the spring 0 slowly forces the air from the bellows through the pipe D to the diaphragm-valve at the station, and simultaneously therewith elevates thedanger-signalBatthe bellows-house. The valve T being influenced by the air pressed from the bellows, the stem (1 simultaneously influences the disk B and disengages the hinged catch 0 from the fly U. The weight J, being now unlocked, acts upon the chain and drives the train of wheels to lift the lever P, and while said leveris up and the pawl riding and stepping upon the segment N thepinsin the wheel M are tripping the hammer and sounding the gong. While the gong is being sounded the lever P necessarily remains up,

and while up the look-out sign is exposed to 7 view from the highway. When the train which has set the signal mechanism in operation reaches the station the rod E in the signal-post is raised and the pawl R thrown off by the rod E provided the offset Shas not thrown off said pawl and the bell has not finished its complement of strokes. When the lever P falls the catch 6 engages the fly O and arrests the movement of the weight. While the cars are moving over the incline bar 61 the bar or pawl E is engaging the ratchet and lifting the weight until said weight comes in contact with the stop F on the said bar E. The weight being held by the catch eindirectly, it in turn holds the inclined bar d below the surface of the track for the time being, or until the catch 0 is relieved again by another train passing 2. The combination, with an air-bellows operated by spring force, of an air-conveyin g tube, a diaphragm-valve, and a disk-signahas' and for thepurpose set forth.

3. The combination, with the wheels of a passing train of cars, an inclined-bar pivoted by the side ot'a railroad-track, and a lever connected therewith, of an upright bar or pawl connected with said lever, adapted to engage a ratchet and lift a weight, as and for the purpose set forth. 3

4. The combination, withithe clock mechananism described and the lever P, operating therewith,of the bellows, located-at a distance from a railroad station or crossing, and the conveying-tube connecting with said station, as and for the purpose set forth.

5. The combination, with bellows B, pipe D and diaphragm T, of the clock mechanism described, sign 0, gong Y, and the mechanism, substantially as described, for operating said signal and gong from said'diaphragm, as and for the purpose set forth.

6. The combination, with the lever l), of the weighted ratchet G, spring K, pawls H H, chain I, and wheels K and L, by which the clock mechanism is wound automatically for starting by the tread of a passing train, as and for the purpose set forth.

7. The combination, with bellows B and weight J, of the spring K, ratchet G, pawls H H, and chain 1, toothed pulley L, wheels L. and M, segment N, fan 0, pins 0. b, lever P, lever-arm Q, pawl R, lockingcatch e,'diaphragm=valve T, and suitable means for operating the catch 6 from the bellows, as and for the purpose set forth.

8. The combination, in a railroad-signal, of the lever P, provided with a spring end, and the movable sign 0", connected by a suitable rod, as and'for the purpose set forth.

9. In combination with wheel M, provided with pins described, the lever P, hammer X, gong Y, and sign 0, as and for thepurpose specified. I 10. The combination, with the weighted ratchet G, the wheel M, and pins fixed thereto, of the segment N, pawl R, fan 0, lever P, catch 6, and rod E to set in motion, operate, and stop or arrest the herein-described signals, as andfor the purpose specified.

11. The combination, with weight J, wheel M, catch 6, rod f valve T, and bellows B, of the sounding-gong Y, movable sign G and disk B, as and for the purpose set forth.

12. The bellows B, pipe D valve T, catch c, wheel M, weighted rack G, gong Y, sign G and disk B, all constructed and arranged to announce in advance the approach of a train moving on a railroad-track, as and for the purpose set forth.

13. The combination, with valve T, pipe D, bellows 'B, lever P, and catch 6, of the lever D, rod E, weighted rack G, chain I, and the co-operatin g clock mechanism, substantially as described, whereby an approaching train will sound a gong, display a signal or signals, and automatically announce its approach, as and forthe purpose set forth.

14. In combination with pipe D and valve T, the wheel M and pins' attached thereto, pawl'R, lever P, segment. N, and hammer X, whereby an approaching train will automatically strike repeated strokes on agong far in advance, as and for the purpose set forth.

' 15. In an automatic ra1lroad-signal,a seg- -ment-wheel, N, having an ofl'set, S, or its equivalent, in combination with the pawland stop mechanism held out of action as specified.

16. The segmental toothed wheel N, provided with a concentric gravity-segment, in combination with the lever P and steppingpawl, as and for the purpose set forth.

17. A riding-pawl, in combination with. a pivoted lever, P, a wheel, M, a laterally-impelling spring, and a weighted rotary segment, whereby said lever is elevated and so held to expose a warning-sign and release a striking mechanism, substantially as and for the purpose set fort 18. The combination, with a bellows, an airconveying pipe, the levers described, located adjacent to a railroad-track, and a diaphragmby said pawl,

valve located in a signal-post,of the operating mechanism incased in said post, substantially as described,whereby a locomotive or car moving along on a railroad may automatically set signals, operate and stop or withdraw the same, for the purpose set forth.

19. The combination, with'a railroad-track, a movable inclined bar attached or adjacent thereto, and lever D, of the-bar or pawl E, provided with stop F, and the weighted ratchet G, or its spring equivalent, whereby the wheel-gearing and cooperative mechanism maybe prepared for signaling and so held intact until freed by a following train at the bellows-house, substantially as specified.

20. The combination, with a gravitating weight or its spring equivalent, an endless chain, a train of gear-wheels, and the co-operating mechanism described, of a treading bar and lever arranged in close proximity to a railroad-track, and a bellows operated by the weight of a passing train to set visible signals and release a sounding-gong, as and for the purpose set forth.

21. The weight J, suspended from an endless chain by a ratchet-bar and connecting with aclock-gearing, in combination with a spring, K, fixed in a recess of said weight and secured to said bar or ratchet, as and for the purpose specified.

22. The combination of signal OZlocated at a railroad station or crossing, operated indirectly by means of ajet of air forced from a bellows remotely located, with lever D and spring 0, as and for the purpose set forth.

23. An inscribed signal and'gonglocated at a railroad-station, operated and sounded simultaneously from a distance through the IIO 27. The bar or pawl E, in combination with the rod E and riding-pawl R, substantially as 15 and for the purpose set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

J. S. MGL'EOD.

Witnesses: I

J. H. ADAMS, I O. A. FISK. 

